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aeronewsline :: Accueil :: Histoire :: Aéronefs 1956 à 1965
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Re: Douglas DC-8
par Ugant Jeu 18 Nov 2010, 09:23
The DC-8-33 of November 1960 substituted 17,625 lbf (78.4 kN) JT4A-11 turbojets, a modification to the flap linkage to allow a 1.5° setting for more efficient cruise, stronger landing gear, and 158 tons (143 tonnes) maximum weight.
Ugant- CLUB
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Re: Douglas DC-8
par Ugant Jeu 18 Nov 2010, 09:24
Many -31 and -32 DC-8s were upgraded to this standard.
A total of 57 DC-8-30s were produced.
A total of 57 DC-8-30s were produced.
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Re: Douglas DC-8
par Ugant Jeu 18 Nov 2010, 09:51
DC-8 Series 40 The first turbofan-powered airliner in the world, with delivery in 1960.
The -40 was essentially the same as the -30 but with 17,625 lbf (78.4 kN) [Vous devez être inscrit et connecté pour voir ce lien] turbofans for better efficiency, less noise and less smoke.
The Conway was a significant improvement over the turbojets that preceded it, but the Series 40 sold poorly both because of the traditional reluctance of U.S. airlines to buy a foreign product and because the still more advanced [Vous devez être inscrit et connecté pour voir ce lien] turbofan was due in early 1961.
The -40 was essentially the same as the -30 but with 17,625 lbf (78.4 kN) [Vous devez être inscrit et connecté pour voir ce lien] turbofans for better efficiency, less noise and less smoke.
The Conway was a significant improvement over the turbojets that preceded it, but the Series 40 sold poorly both because of the traditional reluctance of U.S. airlines to buy a foreign product and because the still more advanced [Vous devez être inscrit et connecté pour voir ce lien] turbofan was due in early 1961.
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Re: Douglas DC-8
par Ugant Jeu 18 Nov 2010, 09:55
The DC-8-41 and DC-8-42 had weights of 150 tons (136 tonnes) and 154 tons (140 tonnes),
the 158 ton (143 tonne) DC-8-43 had the 1.5° flap setting of the -33 and introduced a new 4% leading edge wing extension to allow a small fuel capacity increase and a significant drag reduction - the new wing design improved range by 8%, lifting capacity by 3.3 tons (3 tonnes), and cruising speed by better than 10 kn (19 km/h).
It would be included in all future DC-8s.
A total of 32 DC-8-40s were manufactured.
the 158 ton (143 tonne) DC-8-43 had the 1.5° flap setting of the -33 and introduced a new 4% leading edge wing extension to allow a small fuel capacity increase and a significant drag reduction - the new wing design improved range by 8%, lifting capacity by 3.3 tons (3 tonnes), and cruising speed by better than 10 kn (19 km/h).
It would be included in all future DC-8s.
A total of 32 DC-8-40s were manufactured.
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Re: Douglas DC-8
par Ugant Jeu 18 Nov 2010, 10:00
The DC-8-51, DC-8-52 and DC-8-53 all had 17,108 lbf (76.1 kN) JT3D-1 or 18,120 lbf (80.6 kN) JT3D-3B engines, varying mainly in their weights: 139, 152 and 157 tons (126, 138 and 142 tonnes) respectively.
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Re: Douglas DC-8
par Ugant Jeu 18 Nov 2010, 10:01
The DC-8-55 arrived in June 1964, retaining the JT3D-3B engines but with strengthened structure from the freighter versions and 147 tonne maximum weight.
88 DC-8-50s were manufactured.
88 DC-8-50s were manufactured.
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Re: Douglas DC-8
par Ugant Jeu 18 Nov 2010, 10:05
DC-8 Jet Trader Douglas approved development of specialized freighter versions of the DC-8 in May 1961, based on the Series 50.
An original plan to fit a fixed bulkhead separating the forward ⅔ of the cabin for freight, leaving the rear cabin for 54 passenger seats was soon replaced by a more practical one to use a movable bulkhead and allow anywhere between 25 and 114 seats with the remainder set aside for cargo.
An original plan to fit a fixed bulkhead separating the forward ⅔ of the cabin for freight, leaving the rear cabin for 54 passenger seats was soon replaced by a more practical one to use a movable bulkhead and allow anywhere between 25 and 114 seats with the remainder set aside for cargo.
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Re: Douglas DC-8
par Ugant Jeu 18 Nov 2010, 10:06
A large cargo door was fitted into the forward fuselage, the cabin floor was reinforced and the rear pressure bulkhead was moved by nearly 7 ft (2 m) to make more space.
Airlines were offered the option of a windowless cabin, though only one, United, took this up, with an order for 15 in 1964.
The DC-8F-54 had a maximum takeoff weight of 158 tons (143 tonnes) and the DC-8F-55 162 tons (147 tonnes).
Both used 18,120 lbf (80.6 kN) JT3D-3B powerplants.
Airlines were offered the option of a windowless cabin, though only one, United, took this up, with an order for 15 in 1964.
The DC-8F-54 had a maximum takeoff weight of 158 tons (143 tonnes) and the DC-8F-55 162 tons (147 tonnes).
Both used 18,120 lbf (80.6 kN) JT3D-3B powerplants.
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Re: Douglas DC-8
par Ugant Jeu 18 Nov 2010, 10:10
- C-24 A single ex-United Airlines DC-8F-54 was used by the [Vous devez être inscrit et connecté pour voir ce lien] as an [Vous devez être inscrit et connecté pour voir ce lien] training platform.
- Given the designation EC-24A, it was retired in October 1998 and is now in storage with the [Vous devez être inscrit et connecté pour voir ce lien].[Vous devez être inscrit et connecté pour voir ce lien]
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